360 Degree Camera The 360 degree view allows the plant operator to view the plant from above eliminating blind spots. This allows the operator to clearly see site personnel and objects that are in the danger area of the plant reducing collisions between plant and personnel.

Cycle Safety Shield With a forward facing and side facing camera, Cycle Safety Shield identifies only Pedestrians, Cyclisis and Motorbikes.

Cab Mounted Monitor Works in conjunction with the 360 degree camera to show total visibility around your vehicle.

360 Degree Camera The 360 degree view allows the plant operator to view the plant from above eliminating blind spots. This allows the operator to clearly see site personnel and objects that are in the danger area of the plant reducing collisions between plant and personnel.

Cycle Safety Shield With a forward facing and side facing camera, Cycle Safety Shield identifies only Pedestrians, Cyclisis and Motorbikes.

Cab Mounted Monitor Works in conjunction with the 360 degree camera to show total visibility around your vehicle.

360 Degree Camera The 360 degree view allows the plant operator to view the plant from above eliminating blind spots. This allows the operator to clearly see site personnel and objects that are in the danger area of the plant reducing collisions between plant and personnel.

Cycle Safety Shield With a forward facing and side facing camera, Cycle Safety Shield identifies only Pedestrians, Cyclisis and Motorbikes.

Cab Mounted Monitor Works in conjunction with the 360 degree camera to show total visibility around your vehicle.

360 Degree Camera The 360 degree view allows the plant operator to view the plant from above eliminating blind spots. This allows the operator to clearly see site personnel and objects that are in the danger area of the plant reducing collisions between plant and personnel.

Cycle Safety Shield With a forward facing and side facing camera, Cycle Safety Shield identifies only Pedestrians, Cyclisis and Motorbikes.

Cab Mounted Monitor Works in conjunction with the 360 degree camera to show total visibility around your vehicle.

CYCLE SAFETY SHIELD OVERVIEW

Each year thousands of Pedestrians, Cyclists and motorcyclists are injured and killed on the road network across the world.

Many common accidents occur when a large vehicle is turning left into a side road and a pedestrian, cyclist or motorcycle cannot be seen.
These type of accidents could be avoided by using Cycle Safety Shield.

Cycle Safety Shield was developed in 2011 in partnership with Mobileye technology.
Since its inception in 1999 Mobileye has led the way in machine vision technology for mono-cameras, supplying global vehicle manufacturers with the core System-on-Chip designed to specification for vision based solutions. Mobileye’s key breakthrough was the realization that all the desired functions could run from the input of the mono-camera, pioneering a new path in machine vision technology. At the time, all other automotive suppliers were focused on stereo vision or alternative technologies such as radar. This realization was a revolutionary leap in the market in 1999.
Safety shield systems worked in partnership with Mobileye to develop the cycle safety shield specifically for HGV`s which now features the following functions:

• Detection and Collision avoidance for front and left hand side of the vehicle which only recognises pedestrians, cyclists and motorcycles.
• Lane departure warning
• Speed monitor and warning
• Headway monitoring for the vehicle in front which monitors a safe distance through artificial vision technology and speed.
• Full 360 degree bird’s eye view of the vehicle eliminating blind spots including full recording
• Full telematics system which not only tracks the vehicle but also reports all warnings given by the cycle safety shield system which monitors driver behaviour on a daily basis.

The EYEQ technology is currently fitted to 2.5 million vehicles worldwide and is being fitted to 90% of all new vehicles.

“EyeQ2® winner of the prestigious ‘Best Electronic Design 2008′ for Best Automotive Design, Best Vision Processor by Electronic Design Magazine.”

The Cycle Safety Shield is the first example of this technology developed for HGV`s for pedestrians, cyclists and motorcyclists.

How does it work

Cycle Safety Shield is a collision avoidance system specifically designed to only detect pedestrians, cyclists and motorcycles (PCM) on the left hand side of the vehicle. This is also the same on the front of the vehicle with the addition of the headway vehicle detection on the front.
Unlike other systems currently available that detect all objects within range of the vehicle the CSS has been designed to reduce driver distraction.

The system should not be confused with standard detection systems, cycle safety shield is an intelligent collision avoidance system that monitors the speed and distance from the PCM and only warns the driver if a collision is imminent.
For general detection the system comes compete with 360 degree birds eye view camera that allows the driver to see all around their vehicle fully elimination blind spots.
For more information on the technology and functions please click here. (take to technology page)

Pedestrians, cyclists and motorcyclists (PCM) are the most vulnerable road users, whilst also being the most difficult to observe. (PCM) in the vehicle path or walking into the vehicle path are in danger of being hit causing severe injury both to the (PCM) and potentially also to the vehicle occupants.
Cycle safety shield`s (css), (PCM) detection technology runs on Mobileye EyeQ2 based systems and is currently the only mono-camera automotive (PCM) detection system in production globally. Cycle safety shield`s unique approach to pedestrian detection lies in the use of monocular cameras only, using advanced pattern recognition and classifiers with image processing and optic flow analysis. Both static and moving PCM can be detected to a range of around 30m using VGA resolution imagers. As higher resolution imagers become available range will scale with imager resolution, making detection ranges of up to 60m feasible.
There are four major challenges with pedestrian detection that required special technical development are as follows:
• Figure size: Far (PCM) appear very small in the image. For example, with VGA resolution and 36deg vertical FOV, the figure of a 1m height child at 30 meters is only 25 pixels long. The lateral figure dimension is even smaller.
• Fast dynamics: The detection latency must be small, and decisions must be obtained within a few frames.
• Heavy clutter: (PCM) detection is typically taking place at urban scenes with a lot of background texture.
• Articulation: (PCM) are non-rigid objects, spanning high variability in appearance and cause tracking difficulties.
Although the first problem of image size is somewhat technical, (CSS) ascertained that real production programs always tend to push the detection requirements toward the sensor limit. Much effort was invested, therefore, to enable correct classification of very small image figures. In particular, part based classification approaches were abandoned, and a holistic full body approach was found to be suitable.
The fast dynamics and the heavy clutter challenges both require high classification precision. Intensive development effort led to dedicated pattern classifiers. Local classification features are extracted from image intensities and derivatives, computed on a single pixel level or from small image patches. Global image features, which reflect scene context, are integrated into the classification process. For example, long image lines that pass through the region of interest provide a negative detection cue.
Early detection of people that run into the drive-path (“crossing pedestrians”) is associated with the fast dynamics challenge. Here (CSS) uses optical flow analysis, in order to distinguish the laterally moving objects from their background. Background optical flow, as seen by a forward moving camera, is always expanding and directed outward from the focus of expansion toward the image boundaries. Hence detecting inward optical flow is strong evidence to the existence of a moving object, which might be a crossing pedestrian.
Optical flow is used as a secondary detection cue for close stationary objects, where it is possible to distinguish the motion pattern of a solid object from that of the road plane. In this case the motion cue is not as strong as for crossing pedestrians, and hence for stationary object detection it is associated with a delay, and acts as a secondary mechanism.

Cycle Safety Shield Lane Departure Warning (LDW)

The LDW module uses the information from the lane detection module, on the basis of a Time to Lane Crossing (TLC) calculation, to provide a warning to the driver in case of unintentional lane departure. The warning mechanism can be tuned for sensitivity – for example, the system can be set to warn only when the vehicle is actually crossing the lane marking, or give an early warning, before lane markings are crossed. The warning can be adapted to the type of road – for example, it could provide the driver with more slack in case of narrow roads or allow the driver to “cut” curves.
LDW is a global application and, as OEM testing has proven, performs in all light and weather conditions, as well as detecting lane markers and Botts dots globally.

Cycle Safety Shield Lane Keeping and Support (LKaS) & Lane Guide (LG)

In Lane Keeping Support (LKaS) and Lane Guide the lane detection information is fused to the steering system to provide a light Haptic feedback (torque input) to the steering wheel and to warn the driver of the situation. In LKAS the steering system will provide torque overlay in cases where the host vehicle approaches the lane marker without the turn signal having been activated, both alerting the driver from a lane departure , and directing the vehicle to stay in the lane, with a silent warning.

Lane Guide differs in so much that the system is set to ‘guide’ the host vehicle down the center of lane and as such represents a route to ‘hands free’ driving. In today’s systems the driver still needs to maintain a contact to the steering wheel, which keep the car in the center of the lane regardless of its geometry.

Cycle Safety Shield Forward Colision Warning (FCW)

Rear-end accidents are the most common accident types. The importance of keeping sufficient headway for reduction of accidents is recognized by traffic authorities worldwide and is being enforced in an increasing number of countries. Even when sufficient headway is kept a momentary lack of concentration can lead to a situation where a rear-end collision can occur. Cycle Safety Shield`s Vision-only Vehicle Detection provides a Forward Collision Warning (FCW) in situations where the host vehicle is approaching a preceding vehicle with a high closing rate. This FCW alerts the driver of the critical situation and therefore can prevent or mitigate an accident.
The Forward Collision Warning system is based on Mobileye’s core Vision-only Vehicle Detection technology and provides the driver with a warning in critical situations where a collision is imminent (within up to 3.0 seconds)

Forward Collision Warning detects whether a crash is imminent by computing the ‘Time To Contact’ (TTC) taking into account host vehicle speed, relative speed and relative acceleration. The latter are measured using change of the image size of the target (scale change). In case of a predicted crash, a ‘critical’ warning is given to the driver.
The FCW collision warning ‘track’ can also be used as a trigger message to other vehicle systems to provide pre-crash functionality, such as: secondary restraint system pre-conditioning or brake pre-fill.

Cycle Safety Shield`s FCW algorithm also takes into account specific scenarios where the system is expected by the driver to have different sensitivity. Such scenarios include the following cases:
• The vehicle in front is standing still – in this case there is a major advantage in using a vision sensor which does not require the target to be moving in order to be acquired. In many cases this is a constant speed scenario with a high closing rate. A warning can be given up to 3.0 seconds before a possible impact.
• The vehicle in front is braking – the braking is first detected by recognizing the target vehicle’s brake lights. This is an acceleration scenario with a lower closing velocity. In this case a warning can be given up to 7 seconds before a possible impact.
• The driver is already pressing the brake pedal – in this case the warning can be given a little later as the drivers response time may be reduced as the brake pedal is already depressed and the time to avoid the collision can be shorter. On the other hand it is important to provide the driver with an alert also at these cases because in such conditions the driver may not notice the slow drift. It is a backup mechanism to alert the driver that the danger has not yet passed.

Cycle Safety Shield Urban Forward Collision Warning (uFCW)

As a natural extension to Cycle safety shields FCW feature, the uFCW allows operation of the Forward Collision Warning System also at low speeds. While the main goal of FCW is to save lives, uFCW – by virtue of its low speed environment – seeks to reduce the incidence of non-fatal ‘fender bender’ accidents.

This scheme uses the concept of a ‘virtual bumper’ which adds a ‘buffer zone’ on top of the known physical bumper location to allow a more appropriate warning scheme to be implemented at the close range. Cycle safety shield is making use of additional vision cues, such as license plates, when driving at close range.

Cycle safety shield Headway Monitoring and Warning (HMW)

Traffic authorities worldwide have recognized how important keeping sufficient headway is to preventing collisions on the road. In fact, many countries have made safe headway keeping law.
Cycle safety shield AWS and C2 products all have Headway Monitoring and Warning (HMW) as a core feature.

Headway is defined as the time it will take to reach the current position of a vehicle driving ahead, and is calculated by dividing the distance to the vehicle ahead with the travel speed of the host vehicle.

The Headway Monitoring Warning system is based on Cycle safety shields series level Vision-only Vehicle Detection system, which operates in all light and weather conditions, and recognizes the preceding vehicles in the host vehicle’s lane and adjacent lanes and provides accurate range estimation for the targets. Cycle safety shields threat assessment identifies the Closest In Path Vehicle (CIPV) and from it s range and current speed the headway estimation in Seconds is derived. The HMW feature level notifies the driver of the current headway and provides a warning should a preset threshold be passed.

As with all Cycle safety shield features, HMW works in all weather and light conditions.

Traffic Sign Recognition (TSR) is a driver support function which can be used to notify and warn the driver which restrictions may be effective on the current stretch of road. Examples for such regulations are ‘speed limit zones’ or ‘no-overtaking’ indications. The system can help the driver to maintain a legal speed, obey local traffic instructions, or urban restrictions. The system recognizes and interprets various traffic signs, both fixed signs on the road side and variable LED signs overhead, using vision-only information and therefore signs which may be obscured by other vehicles or trees may not be recognized.

The system recognizes and interprets various traffic signs using vision-only information and has reached an exceptionally high detection accuracy.. The system uses camera based object recognition and can be developed to compare the data with those coming from digital maps of a navigation system and traffic services. This will offer additional system robustness, especially in cases where the vision system cannot provide the needed information, such entering urban areas which are not marked by traffic signs.

The vision based system has an additional advantage of being able to support navigation systems with the detection of overhead LED based variable speed limit signs, that Satellite Navigation system will not have real-time updates of.

TSR recognizes speed limits in a variety of environmental conditions and also context signs such as, ie ‘bei Nasse’. TSR will be able to recognize country specific signs - which will be implemented as required as part of series development projects.

The essential aim of IHC is to assist the driver with the correct use of high-beam by automating the switching between high and low beam in defined scenarios. It supports the driver in using the high beam to the fullest extent possible, automatically raising and lowering the high beams without inconveniencing oncoming or preceding traffic. The function benefits both the driver and other road users as high beam glare from preceding or oncoming vehicles is a major contributor to accidents, where vehicle high beams can momentarily ‘dazzle’ other road users and contribute to accidents.

Drivers usually do not turn the high beams on or off when needed and instead, keep the headlights off in order to avoid frequent switching and often forget to dim the headlight in the face of oncoming or preceding traffic. This can dazzle other road users and contribute to accidents. Alternatively remaining in low beam illumination reduces the drivers visibility range and the ability to identify and respond to hazards ahead.
The IHC system automatically dips from high to low beams in the following cases:
• Preceding traffic (tail lights): Where tail lights are recognized in front of the host vehicle up to a distance of 400m and can track the vehicle to well beyond this.
• Oncoming traffic: Whenever there is an oncoming vehicle up to a distance of 1000m and can track the vehicle to well beyond this.
• Lit/Urban areas:
Whenever the host vehicle enters a well lit (or an urban) area or when street lights are detected.
IHC includes a ‘fog’ detection function which Cycle safety shield has developed for high-beam/low-beam control. The key idea is that fog does not only reduce visibility by making the image more blurred, so do rain drops and other obstructions on the windshield. The use of high-beams in fog also produces glare which hinders the driver’s ability to see the road ahead. The glare is produced by the headlight beams reflecting off the fog particles in the cones of light off the car headlights. The glare is often hard to see in the image but, since its’ pattern is fixed in the image due to the fixed geometry of the headlights relative to the camera, it can be detected robustly using multi-frame techniques. When the glare is above a certain threshold and the high-beams are on then, the beams are switched to low.

360 degree Bird-view Parking Assistant System is a system that through 4 pcs. extra wide angle cameras at front, rear, left and right side, collecting images around the car to form a 360°bird-view image by image software tool and splicing technology, then sending the images to the SZM display equipment.

Through this system, drivers can visually know car’s position and the around objects, and control parking the car easily, or reduce traffic accidents.

The screen is split and displays the birds eye view on the right hand side of the screen and the displays individual camera displays on the left. For example when driving the front camera is displayed, when the left indicator is switched then the left camera is displayed, when the right indicator is switched then the right camera is displayed and the same happens when the vehicle is in reverse.